Improvement in locomotive and fire-box boilers



J. L. WINSLOW. Locomotive and Fire-Box Boiler.

No. 201,214. Patented March 12, I878 FIG. 5

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UNITED STATES PATENT OFFICE.

JOSEPH L. WINSLOW, OF PORTLAND, MAINE.

IMPROVEMENT IN LOCOMOTIVE AND FIRE-BOX BOILERS.

Specification forming part of Letters Patent No. 201,214, dated March12, 1878; application filed September 18, 1877.

, description thereof, which will enable others skilled in the arttowhich it pertains to make and use the same, reference being had to theaccompanying drawings, and to the letters of reference marked thereon,which form a part of this specification,

Figure 1 is a section of an engine-boiler with parts of my improvementthereon. Fig. 2 is a frontend View of an engine boiler, showing themeans for introducing air. Fig. 3 is a View of the fire-box, showingtubesheet and distributors. Figs. 4 and 5 are forms ofdistributing-surfaces.

Same letters show like parts.

The purpose of my invention is to promote a more. nearly perfect or ahigher degree of combustion in locomotive and fire-box boilers, and thusprevent the issuing of smoke and escape of sparks and cinders from thefire. To this end I inject, distribute, and intermingle with the smokeand gases produced by the combustion on the grate an amount of freshair, which carries on the burning of such gases to a still higherdegree. This principle is well understood; but my invention consists inthe placing of the fresh-air supply at certain points where it will bemost effectual, in introducing it in such form or manner as will bestaccomplish the desired result, and also in the devices employed forthese purposes.

The drawings show a locomotive-boiler in part but it is manifest that myimprovements are applicable to other fire-boxes of the same character.

a is the tube-sheet. b are the flues. One or more of these flues-forexample, c--is used to conduct fresh air back into the fire-box when theengine is in motion and the fire burning. This conducting-tube is not ofitself new, for a similar arrangement at least is to be found Thisair-conductor has a flaring mouth, d, at the front of the engine, tofacilitate the admission of air. Another method of introduction for thefresh air is seen in Fig. 1, where the aperture 6 is made in the frontof the boiler, and an inner shield, f, over the inner head of theaperture, the air entering at g. The air is then received at h, and fromthere conducted to the fire. Being conducted by the flues or pipes (asc) to the firebox, the air is then placed, disseminated, and injected'into the products of the fire on the grate by certain devices which Iwill now describe.

An arrangement of surfaces like that shown at z receives the air from c,and through the punctures scatters it into and among the smoke and gasesjust before they enter the flues b, thus promoting a high degree of heatas the flames enter the flues. This arrangement has a comparativelylarge center pipe, from which project those of smaller diameter. Theseare arranged so as not to cover the mouths of the flues or interferewith the cleaning of the same. The ends of these pipes may be open orclosed, or the open ends contracted in size, as desired, so as toincrease the exit of air through the punctures. This device is setforward of the tube-sheetas far as desirable to accomplish its work,being connected to a tube, like j, which tube fits into the end of theflue used. for an air-conductor, like a.

Through this device the air is drawn and projected into the smoke andgas above the flame produced by the fire on the grate. This current ofair through the tube or tubes, and through the distributer into theflames, is due, first, to the vacuum formed in the fire-box by theexhaust of the engine, and, second, in some measure, to the forwardmovement of the engine.

In case the locomotive fire-box boiler be stationary, a forced blast maybe applied to the conductors.

.Uy the agency of the two forces abovenamed, and principally the first,a strong current of entering air is produced, and this is mixed with theproducts of combustion on the grate in the form of jets or streamsissuing through the punctures.

Another form of device is seen at k. In this form there is a hub orcenter with radiat= ing perforated arms, either closed at their ends orwith small holes, so as to force the air through the small perforations.The hub has a hole at the center, in front, if desired.

Figs. 4 and 5 show merely other forms of the same device. In Fig.4 theair comes out between two disks, and is then carried backwardly by thedraft, and, mingling with the smoke, thus aids in the combustion. InFig. 5 the air is thrown out through the hole in the center of the disk,and a part passes over the edges of the same and part through the holesin the disk as it is carried backwardly by the draft. With Figs. 4 and 5it is necessary that they be carried a little farther forward into thefire-box, inasmuch as the air for the most part from them is deliverednot in fine jets or streams, but in sheets or strata. This manner ofdelivering the air only requires that it be made to dwell a littlelonger with and among the smoke and gases to accomplish the desiredresult.

In all these forms the surfaces to place and disseminate the air areplaced in front of the tube-sheet, so as to well mingle with the smoke alittle before it reaches the flues, and thus to produce flame by itscommin gling before it enters the flues.

These devices are so arranged as to be removable from the flues, andadmit of placing the air at any desired point in the fire-box. They canbe arranged to stand in Vertical or horizontalplanes, as may be foundmost efficient. This admission of the air in locomotive-engines over theconsuming fuel on the grate serves another purpose besides that ofinciting a new and additional combustion; It affords a relief from thevacuum and great draft in the firebox. This is sometimes strong enough,when the fuel is compact on the grate, to lift the whole mass of thefuel from the grate, which, of course, disturbs the fire and chokes thefiues.

Devices of the kind herein referred to are adapted to any kind offuel--wood or coal. Such difl'erence or-change in form or position asmight be required for wood instead of coal will readily occur to themechanic, and can be easily made.

The draft, while it increases combustion to a certain extent, hastensthe exit of unconsumed smoke and gases from the fire-box.

My invention introduces additional air in a direction contrary to thedraft, and thus retards somewhat the passage of smoke and gases, andgives time to mingle them with the air and for their furtherconsumption. In proportion as the air is let in in a divided orcomminuted condition it heats up and acts with greater readiness.

It will be seen that my invention is operative to place positively, bytubes or inclosures, the air into the smoke and gases in suchquantities, form, and manner as may be most efficient and desirable topromote combustion, increase the heat, improve steam making power, andeffect economy of fuel.

What I claim as my invention, and desire to secure by Letters Patent,is-

In combination with the flues, as set forth, the air-distributingdevices shown in Figs. 3, 4, and 5, made, as described, with tubes tofit into the flues, and removable therefrom, and located just in frontof the mouths of the flues, as set forth.

In testimony that I claim the foregoing as my own invention I affix mysignature in presence of two Witnesses.

JOS. L. WINSLOW.

Witnesses:

WILLIAM HENRY CLIFFORD, CHARLES E. CLIFFORD.

